Apparatus for automatically applying brakes of railway-vehicles.



No. 686,43I. Patented Nov; [2, 19m.

T. WITTING & J. BISTRITEANU. APPARATUS FOR AUTOMATICALLY APPLYING BRAKES 0F RAILWAY VEHICLES.

(Application filed Jan. 14, 1901.) (NoModeL) 2 Sheets-Sheet I.

Win-v44 I mm:

1W M XFM TNE NORRIS PETERS CO PHOTOJTHO WASHINGTON. D C.

Patented Nov. I2, IQOI. T. WITTING & J. BISTBITEANU.

APPARATUS FOR AUTOMATICALLY APPLYING BRAKES 0F RAILWAY VEHICLES.

(Application filed Jan. 14, 1901.)

2 Sheets$heet 2.

(No Model.

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THE Nonms PETERS cn wow-1.1mm. WASNINGYUN. u. c.

TNITEAD STATES PATENT OFFICE.

TEOFIL \VITTING AND JOAN BISTRITEANU, BUCHAREST, ROUMANIA,

APPARATUS FOR AUTOMATICALLY APPLYING BRAKES OF RAILWAY-VEHICLES.

SPECIFICATION forming part of Letters Patent No. 686,431, dated November 12, 1901.

Application filed January 14,1901. Serial No. 43.151. (to model.)

certain new and useful Improvements in and Relating to Apparatus for Automatically Applying the Brakes of Railway Vehicles, of

which the following is afull and clear speci fication.

0 ur in vention relates to apparatus designed for locomotives furnished with a compressedair brake and serving to automatically ap'ply the brakes of a train at the moment a certain speed shown by a speed-indicator is reached.

The essential feature of our said invention consists in the speed-indicator being adapted to operate a valve that acts upon a stop-pis ton,which in turn sets a brake-valve inaction.

In the accompanying drawings we have represented how our said invention is carriedinto efiect.

Figure 1 is ageneral view, and Fig. 2 shows a detail arrangement.

The air coming from the main reservoir 1 passes through the pipe 2 and brake-cock 3 of the locomotive to the pipe 4, which is connected with all the brakes of the train. In the pipe 2 is included astop-cock 5, injfront and at the rear of which the pipes 6 and 7 branch oft. These pipes, which may be shut off from the pipe 2 by cocks 8 and 9, lead to the brake-valve 10. The operation of the brake-valve 10 takes place by the regulatingvalve 11, which in turn is actuated through the agency of the speed-indicator 12. This is effected through the medium of a pipe 13, including an auxiliary reservoir 14 and joining the aforesaid brake-cock 3. At the moment the speed-indicator 12 shows that a cer-' brake valves and their connection with each otherareillustratedinFig.2. Asshown partly in dotted lines in Fig. 2, the two-armed lever 15 16 is actuated by the speed-indicator 12, through the agency of pinion 36, fixed upon the arbor carrying the index 37 and gearing with a rack 38. When the maximum speed to which the indicator has been set is attained, the arm 16 of the said two-armed lever will actuate the piston 17 of the regulating-valve 11. This piston, in opposition to the action of thespiral spring 18, is forced downward and closes the orifice 19, while it uncovers the aperture 20. The oritice 19 allows the passage from the pipe 13 to the chamber 21 above the diaphragm or piston 22, which when the pressures in the pipe 13 and in the chamber 2 l are equal will force the valve 23, connected with the piston 22, down upon its seat with the aid of the spring 35. As soon as the orifice 19 is closed and the aperture 20 isuncovered the air escapes from the chamber 21 through the aperture 20 past the spring 18 and through channels 24 into the atmosphere. The excess of pressure prevailing in the pipe 13 now raises the balanced valve 23, secured to the piston 22, so that the air in the pipe 13 can pass over through the pipe 25 to the chamber 26 of the brakevalve 10. In this brake: valve 10, owing to the downward movement of the piston 27, the valve 28, connected with the latter, is forced upon its seat 29 and shuts ofiE the pipes6 and 7 from each other. At the same time a pin 30 projecting from the piston 27 presses upon a valve 31, thus enabling the air contained in the pipe 6 to escape. This pipe, as before stated, is connected by the cock 8, Fig. 1, and the pipe 2 with the brake-cock 3, so that enough air can escape on its way through the pipe at for setting all the brakes in action. As is well known, the valves of the several brakes will act even in the case of a slight impulsive movement of the air in the brake-pipe without any necessity for letting the air completely out of the brake-pipe 4. When in consequence of the brake action the speed of the train has decreased, the speed-indicator descends again below the admissible maximum limit, the lever 15 moves downward, and the small piston 17 rises under the action of the spring 18. The aperture 20 is closed, while the orifice 10 is opened and the air can pass from the pipe 13 through the orifice 19 to the chamber 21 in order to force the piston 22 downward and the valve 23 upon its seat, and thus disestablish the communication between the pipes 13 and 25. The air above the piston 27 in the brake-valve 1O escapes from the chamber 26 as soon as the piston in its downward movement uncovers the aperture 32, while the space below the said piston communicates through the aperture 33 with the atmospheric air to avoid any resistance being oifered to the movement of the piston by the air inclosed therein. Then the pressure in the pipe 7 is able to raise the piston 28 from its seat 29 in order to reestablish the communication between the two pipes 6 and 7 and replace the loss of air in the pipe at from the air-reservoir 1 after the pin 30 in the upward movement of the balanced piston 27 has released the valve 31, so that the latter can close again.

Between the speed-indicator and the lever 15 may be provided a bell 34 to announce to the engine-driver when the maximum speed is reached.

Having now particularly described and ascertained the nature of our said invention and in what manner the same is to be performed, we declare that what we claim, and desire to secure by Letters Patent, is-

l. In the apparatus herein set forth for antomatically applying the brakes of railway vehicles the combination, with a speed-indicator, of a regulating-valve having a piston actuated by the said indicator and communicating through a pipe with the brake-cock connected with the reservoir of compressed air and a brake-valve communicating through a pipe with the regulating-valve and through two pipes under the control of a common valve with the said brake-cock and with the brake-pipe, substantially as and for the purposes specified.

2. In the apparatus herein set forth for antomatically applying the brakes of railwayvehicles the combination, with a speed-indicator, of a regulating-valve having a piston operated by a lever from the said indicator, two chambers and a diaphragm or piston sep' arating these chambers, and a valve secured to the said piston and controlling the orifice of a pipe leading to the brake-cock, and a brake-valve communicating through a pipe with the regulating-valve and through two pipes under the control of a common valve with the said brake-cock and with the brakepipe, substantially as and for the purposes specified.

3. In the apparatus herein set forth for antomatic'ally applying the brakes of railwayvehicles the combination with a speed-indicator, of a regulating-valve having a piston actuated by the said indicator, and communicating through a pipe with the brake-cock connected with the reservoir-of compressed air and a brake-valve having a cylinder communicating through a pipe with the regulating-valve, a piston carrying a projecting pin, a valve secured to the said piston and controlling an orifice common to two pipes connected through the brake-cock with the trainpipe, and a valve arranged in one of the two pipes and actuated by the aforesaid projecting pin, substantially as and for the purposes specified.

4:. In the apparatus herein setforth for antomatically applying the brakes of railwayvehicles the combination with a speed-indicator, of a regulating-valve having a piston operated by a lever from the said indicator, two chambers and a diaphragm or piston separating these chambers and a valve secured to the said piston and controlling the orifice of a pipe leading to the brake-cock connected with the reservoir of compressed air and a brake-valve having a cylinder'communicating through a pipe with the regulating-valve,

a piston carrying a projecting pin, a valve secured to the said piston and controlling an orifice common to two pipes connected through the brake-cock with the train-pipe, and a valve arranged in one of the two pipes and actuated by theaforesaid projecting pin, substantially as and for the purposes specified.

In testimony whereof we have hereunto set ourhands in the presence of two witnesses, at Bucharest, this 29th day of November, 1900.

TEOFIL WITTING. JOAN BISTRITEANU.

Witnesses:

FRITZ SICBREOHT, SERGE DONATI. 

